When it comes to legendary inline-six engines, few names command as much respect as the Toyota 2JZ. Originally designed for the Toyota Aristo and later immortalized in the Toyota Supra, the 2JZ-GTE and its naturally aspirated sibling have become the go‑to powerplant for swaps across virtually every make and model. Its closed‑deck iron block, robust head bolts, and oil‑squirters make it capable of handling well over 1,000 horsepower on stock internals with proper tuning. At Nashville Performance, a shop known for blending old‑school fabrication with modern engine management, the 2JZ has been the heart of some of the most creative and well‑executed swap projects in the Southeast. In this article we break down three standout builds that demonstrate the versatility, engineering discipline, and sheer passion that define the shop’s approach.

The Supra Revival: A Fourth‑Generation Icon Reborn

The first project on our list is a painstaking restoration and 2JZ‑GTE swap performed on a fourth‑generation Toyota Supra (A80 chassis). While the A80 originally came with a 2JZ‑GTE, this particular car had suffered from a severe oil‑starvation failure and had been sitting in a barn for nearly a decade. Rather than simply drop in a stock‑replacement engine, the owner and the Nashville Performance team decided to go back to the engine’s roots and build something that would honor the Supra’s legacy while pushing well beyond the factory specifications.

Engine Selection and Preparation

The chosen donor was a 1997 2JZ‑GTE from a Toyota Aristo V300. The team disassembled the engine completely, magnafluxed the block, and sent the crankshaft out for cryogenic treatment. After honing the cylinders and installing forged CP‑Carillo pistons along with Manley H‑beam rods, the bottom end was reassembled with ARP main and rod studs. The cylinder head received a full CNC port job, oversized SuperTech valves, and a set of Kelford 280‑degree camshafts. A custom fuel system was assembled around Bosch 1600cc injectors and an AEM 380lph fuel pump. The engine now delivers a conservative 680 wheel‑horsepower on pump gas, with the ability to run E85 for an additional 100 horsepower.

Fabrication and Cooling Upgrades

To fit the slightly different Aristo front‑timing cover and oil pan configuration, the team fabricated custom engine mounts and modified the subframe for additional clearance. A CSF triple‑pass radiator with dual Spal electric fans replaced the stock unit, and an oil cooler with a thermostatic sandwich plate was plumbed into the lower bumper opening. The intercooler system uses a Garrett core measuring 38″ x 12″ x 4″, fed by a Turbonetics Evolution wastegate. Charge pipes were mandrel‑bent in 2.5″ aluminum and ceramic‑coated for heat rejection.

Transmission and Driveline

Power is sent through a built TH400 transmission with a Neal Chance torque converter rated for 1,000 ft‑lb, coupled to a modified Ford 8.8 rear axle with 3.55 gears and a limited‑slip differential. The driveshaft is a one‑piece aluminum unit from Driveshaft King. This combination provides crisp shifts under high load and handles the torque without driveline shunt.

Interior and Aesthetic Details

While the exterior was repainted in the original Super White II, the interior retains the stock leather seats and instrument panel, with the exception of a Racepak IQ3 data logger mounted in the center console. The AEM Infinity ECU controls the engine, transmission, and boost control. The owner wanted the car to look nearly factory from the outside but drive like a modern supercar. The finished product does exactly that: a 20‑year‑old Supra that starts, idles, and cruises like a stock car, yet can touch 180 mph at nearby tracks.

The Drift King’s Beast: A Weapon for Competition

The second project is a purpose‑built drift machine based on a Nissan S14 chassis. The customer, a professional driver on the Formula Drift circuit, wanted a 2JZ‑GTE that could handle hard, sustained angle, repeated clutch kicks, and the high‑rev demands of tandem battles. Nashville Performance began with a bare shell and built the car from the ground up around the engine.

Engine Build and Turbo System

This 2JZ started as a JDM VVT‑i block, which was line‑bored and decked. The rotating assembly received a 3.0‑liter stroker kit from Brian Crower along with their Stage 3 camshafts and dual valve springs. To support the 850‑horsepower target on methanol, the team installed a custom Holset HX82 turbocharger with a 75mm inducer, mounted on a tubular exhaust manifold fabricated in‑house. The wastegate is a Tial 60mm MVR, and the blow‑off valve is a Tial Q. The fuel system uses a surge tank fed by a pair of Bosch 044 pumps and ID2600 injectors.

Chassis and Suspension

To handle the massive power and dynamic loads, the S14 received a full roll cage certified to FD spec. The suspension features KW Competition coilovers with 3‑way adjustable damping, custom lower control arms, and adjustable sway bars. Steering angle is improved by modifying the knuckles and using a 330‑degree Locksystem steering rack kit. The rear subframe is fitted with Wisefab bushings to reduce bind during transitions.

Electronics and Data Logging

The MoTeC M150 ECU controls the engine, while a MoTeC PDM30 manages the power distribution. The driver monitors everything through a MoTeC C125 dash. The shop also integrated a traction control system that uses wheel speed sensors and a yaw sensor to keep the car stable at high angle. During its first competition season, the car has already placed in the top five at three events, with the driver praising its predictable torque curve and rapid spool.

The Daily Driver Destroyer: Towable, Reliable, and Ferocious

The third project answers a common question: can a 2JZ swap be practical enough for daily use while still delivering breathtaking performance? The answer, according to Nashville Performance, is a fully custom 2JZ‑GTE swap into a 1993 BMW 325i (E36). The owner wanted a car that could be driven to work every day, fit his two kids in the back, and still embarrass most modern sports cars at a stoplight.

Compatibility and Engine Management

The team sourced a low‑mileage 2JZ‑GTE from an Aristo and installed it using a modified BMW subframe with custom engine mounts. The stock BMW cooling system was replaced with a Mishimoto radiator and an electric fan. The key to daily drivability was the Haltech Elite 2500 ECU, tuned to provide linear throttle response and smooth cold starts. The fuel system uses DW300c injectors and a Radium Engineering surge tank with a Walbro 525 pump. The tune is set for 93‑octane pump gas and delivers 580 wheel‑horsepower with a broad powerband from 2,500 rpm to redline.

Transmission and Drivetrain Modifications

To keep the car quiet and comfortable, the team chose a T56 Magnum six‑speed manual transmission with a McLeod RXT twin‑disc clutch. The rear axle is a BMW 210mm differential with a 3.23 ratio and a limited‑slip unit from MFactory. The driveshaft was custom‑made by The Driveshaft Shop. Despite the high torque, the drivetrain remains street‑friendly, with no harsh engagement or gear whine.

Interior, Exterior, and Safety Upgrades

The exterior of the E36 was kept largely stock, with the exception of a subtle front lip and 18″ Apex wheels. The interior features Recaro Sportster CS seats, a suede‑wrapped steering wheel, and a Pioneer infotainment system with Apple CarPlay. The factory air conditioning was retained and integrated with the 2JZ’s compressor. The car also received a full brake upgrade with Brembo GT‑S calipers and 355mm rotors. The owner reports that after 15,000 miles the car has required only routine maintenance—oil changes, tires, and one coolant hose—while providing relentless acceleration and a comfortable ride.

Why the 2JZ Engine Remains a Benchmark for Swaps

Nashville Performance’s three projects illustrate why the 2JZ still rules the engine‑swap world two decades after production ended. Its over‑engineered block, broad aftermarket support, and ability to produce massive power with relatively simple modifications make it an ideal platform for almost any vehicle. Whether you’re restoring a Supra, building a competition drift car, or creating a sleeper daily driver, the 2JZ can be tailored to the task. For those considering their own swap, the shop recommends starting with a thorough blueprint of the engine, investing in a quality standalone ECU, and not skimping on cooling—the 2JZ’s only genuine weakness in high‑output forms. More information on 2JZ engine specifications can be found at Toyota’s tech resources and in forums like My Project Supply for OEM parts and advice. For drift builds, Formula Drift’s official site offers competition rules and build galleries that can serve as inspiration.

All three builds are regularly driven on weekends and, in the case of the daily E36, every single day. The shop continues to push the envelope with new 2JZ swaps currently in progress—including a 2JZ‑powered Porsche 944 and a 2JZ‑swapped Ford Mustang. As the automotive landscape shifts toward electrification, projects like these remind us that internal combustion, when executed with skill, remains a thrilling piece of engineering.